Sample CDXBrakes Chapter Updated PDF

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Introduction
Electronic brake control (EBC) systems have greatly increased the safety of vehicles over the years by integrating computer controls into the braking system. Standard hydraulic brake systems have limitations on how effectively they can stop a vehicle. The driver can only input braking force to the system through the brake pedal, which applies hydraulic pressure at predetermined ratios to the front and rear brakes. In a panic situation, the driver is unable to apply the exact amount of force to maintain the maximum amount of braking. Too little force and the vehicle does not stop as quickly. Too much force and the tires skid, making the vehicles stopping distance longer. At the same time, if the front wheels skid, the driver will lose the ability to steer the vehicle. If the rear wheels skid, the car could spin out and possibly roll over. Even if the driver could apply the perfect amount of braking force, there is no way to accommodate different amounts of traction at each wheel, such as when one or two wheels are on pavement and the other tires are on loose gravel. This situation can also lead to a loss of control of the vehicle. In the quest for increased safety, manufacturers developed a series of EBC systems. The first-generation EBC system was the anti-lock brake system (ABS). The ABS system was designed to prevent wheels from locking up under braking conditions and shorten most panic stop distances. ABS systems also helped the driver maintain steering control of the vehicle. The Principles of Braking chapter covers this topic in detail.
Basic Operation of Electronic Brake Control Systems

ABS systems use a computer that monitors the speed of each wheel as the brakes are applied. If one or more wheels begin to lock up, the computer sends electrical signals to solenoid valves that momentarily hold or release hydraulic pressure to that wheel until it speeds up and starts rolling again. Once that happens, the computer allows hydraulic pressure to be applied to that wheel again, slowing it down. This process is repeated very rapidly as the vehicle is brought to a stop. Because the tires remain in rolling contact with the road surface, the vehicle can be steered, allowing the driver to maintain directional control (steerability) of the vehicle and thereby decreasing the chances of a collision. These actions are completely dependent on the driver applying pressure to the brake pedal. While the basic ABS system does a good job of managing the braking effort of the driver in a panic stop situation, it is limited to using the hydraulic pressure the driver exerts on the system. This means that the standard ABS system by itself cannot increase the hydraulic pressure in the ABS system; nor can it apply hydraulic pressure separate from the driver. As long as the driver is exerting firm pressure on the brake pedal, ABS can work to minimize the stopping distance and steerability of the vehicle. The second enhancement to the EBC system was the traction control system (TCS). With the addition of a high-pressure pump and a few isolation valves to
You are the Automotive Technician

a long-time customer brings his 2007 Ford explorer into the shop to get his brakes inspected. He claims that the brake pedal pulsates when he applies the brakes. You ask him if he has had any recent work done on the vehicle. He explains that he recently had new tires put on. He also explains that while leaving the parking lot, a car pulled out in front of him and he had to lock up the brakes to avoid hitting him. He was startled by heavy brake pulsations, which have gotten worse each time he uses the brakes. He is wondering if there is a problem with the anti-lock brakes. 1. Is there a problem with the abs system? What will you say to the customer? 2. What do you suspect is causing the pedal pulsations, and how did it occur? 3. How would you diagnose a problem when the abs warning lamp is illuminated?
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the basic ABS system, manufacturers found that they could assist the driver in minimizing wheel slip while the vehicle is being accelerated. This is especially effective on slippery road surfaces such as gravel, snow, and ice. In most vehicles, the vehicles traction is only as good as the traction on the tire with the least traction. So if one tire is on a patch of ice, the vehicle may not have enough traction to move, and will ultimately become stuck. The TCS system applies brake pressure to the slipping tire, which causes more of the engines torque to be transmitted to the wheel or wheels with the most traction. If necessary, the TCS system can also request that the engines power train control module reduce the power output of the engine to further enhance traction. These actions are automatic and do not require any input from the driver. The next enhancement to the EBC system was the electronic stability control (ESC) system. ESC takes the ABS and TCS systems to the next level. By adding sensor information regarding the drivers directional intent (from the steering wheel position sensor) and sensor information regarding the vehicles actual direction (from the yaw sensor), the EBC module (EBCM) can detect the start of an understeer, oversteer, or potential rollover condition. Understeer and oversteer are conditions that happen when a vehicle is traveling too fast for a particular corner. During understeer, the vehicles front wheels are turned more sharply than the vehicles path FIGURE 6-1 . The front tires are actually sliding somewhat sideways
toward the outside of the corner. The greater the understeer, the more the tires slide. Understeer is also referred to as push, as in the vehicle is pushing in the corners. Oversteer is just the opposite. It occurs when the vehicle is turning more sharply than the front wheels are being steered. This happens when the rear tires are sliding sideways toward the outside of the corner. Oversteer is also referred to as loose, as in the vehicle is getting loose in the corners. Most passenger vehicles are designed to have a bit of understeer because this condition is easier for a driver to recover from than an oversteer. Using information provided by the sensors of the ESC system, plus the wheel speed sensors, the EBCM monitors the stability of the vehicle and can command individual brakes to be applied and request decreased engine torque as necessary. For example, if a vehicle is traveling too fast around a right-hand corner and the front wheels are starting to lose traction (understeer), the control system can apply the right rear brake to help pivot the vehicle around the right rear tire, assisting it to turn and at the same time slowing the vehicle slightly. If additional measures are needed, additional brakes can be applied and the engine torque reduced. The control system performs these functions automatically without any driver input other than steering the vehicle in the direction intended.
Caring for the Customer

It is important for customers to know that abs, TCs, and esC are not guarantees of avoiding an accident. These systems are designed to help drivers who are driving in a responsible manner to avoid an accident. Drivers can easily exceed the ability of these systems.
Anti-Lock Braking System Overview

The ABS system is designed to prevent wheels locking or skidding, no matter how hard the brakes are applied or how slippery the road surface, and to maintain steering control of the vehicle. The primary components of the ABS braking system are: ABS master cylinder: Creates hydraulic pressure for each of the two hydraulic brake circuits. EBCM or electronic control unit (ECU): An onboard computer that is programmed to monitor sensor data and send output control signals to
FIGURE 6-1 During understeer, the vehicles front wheels are 6-1 turned more sharply than the vehicles path.
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electronic solenoid valves, which modify brake pressure to individual wheel brake units. Hydraulic control unit (HCU) or modulator: Contains electric solenoid valves controlled by the EBCM to modify hydraulic pressure in each hydraulic circuit FIGURE 6-2 . Most systems also contain an accumulator to store brake fluid under pressure. Power booster: Boosts driver brake pedal force on the master cylinder. Wheel speed sensor: A device that monitors wheel speed and sends that signal to the EBCM. Brake switch: An on/off switch that informs the EBCM of whether or not the driver is applying the brakes. The EBCM may be located inside the vehicle, mounted near the HCU, or it could be integrated into the HCU. In many cases, it is a separate module from the power train control module and may be part of the vehicles body control module (BCM). The body control module is the computer that controls the electrical system in the body of the vehicle. The EBCM receives input signals from the ABS sensors, compares that data to information stored in its memory, decides what actions are necessary, and sends output commands to the HCU. The HCU or modulator is connected in-line with the brake lines between the master cylinder and the wheel brake units. It houses electric solenoid valves that control the flow of brake fluid to each wheel. The HCU receives operating signals from the EBCM to control the brakes under ABS conditions. The power booster and master cylinder assembly is mounted on the firewall. In most current applications, these components operate similarly to non-ABS power boosters and tandem master cylinders. Some
manufacturers use a portless master cylinder to allow brake fluid to return to the master cylinder reservoir more easily than a master cylinder fitted with a compensating port. When the brakes are operating without ABS action, the brake pressure is controlled by the drivers foot pressure, which is assisted by the power booster. In other words, the ABS system only affects brake pressure when one or more wheels are starting to skid. The wheel speed sensor consists of a toothed tone wheel (or tone ring) that rotates with the road wheels and a pick-up assembly that generates a speed signal. The wheel speed sensor is located near the wheel hub in many applications FIGURE 6-3 . The wheel speed sensor sends an electrical signal that varies with the speed of the wheel to the EBCM. Wheel speed sensors can be variable reluctance sensors (magnetic induction), generating an analog AC sine wave signal FIGURE 6-4 . Wheel speed sensors can also be of the magneto-resistive or
FIGURE 6-3 A wheel speed sensor and tone wheel. 6-3
FIGURE 6-2 A hydraulic control unit (HCU). 6-2
sensor.
FIGURE 6-4 An oscilloscope pattern from a wheel speed 6-4
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Hall effect type, generating a digital square wave signal. These signals can be used by the EBCM to determine the speed of each wheel. We will cover the operation of these sensors in much greater depth in the ABS Components section.
Anti-Lock Braking System Operation

Applying brakes too hard or on a slippery surface can cause the wheels to lock. When the wheels lock, steering control is lost and, in most cases, longer stopping distances result due to the reduced friction of the sliding tire. The ABS system prevents the wheels from locking or skidding, no matter how hard the brakes are applied or how slippery the road surface. Steering stays under control and the stopping distances are generally reduced. When the ignition switch is turned on, the ABS controller illuminates the yellow ABS warning lamp and performs an automatic self-check of the system. If the system check passes, the controller will extinguish the warning lamp indicating to the driver that the ABS system is functional. Some ABS systems will perform an additional self-check once the vehicle is traveling greater than approximately 35 mph (4.88 kph). Failures in the ABS system will cause the controller to illuminate the ABS warning light in the instrument panel. As the wheels start to turn, the wheel speed sensors generate small electrical signals and send them to the EBCM. When the brakes are applied, the wheels rotational speed is reduced. As the speed changes, the signal sent to the EBCM changes in like manner. If the control unit detects that a wheel might be slowing too quickly and starting to lock, it sends an output signal to the appropriate solenoid valve in the HCU to modify the hydraulic pressure to the affected wheel brake unit.
so by rapidly modulating the hydraulic pressure in the vehicles brake system. During normal braking, as the rotational speed of each wheel falls equally, no ABS intervention is needed. In this condition, the EBCM does not energize the solenoid valves in the hydraulic unit. The master cylinder hydraulic pressure is applied to the wheel brake units, and the ABS is not involved. However, even though the ABS is passive during normal braking, the EBCM is constantly monitoring the speed of each wheel, looking for any wheel that begins to decelerate more rapidly than any of the other wheels. If one wheel speed sensor signals more severe wheel decelerationwhich means the wheel is beginning to slipthe EBCM sends current to the appropriate solenoid valve FIGURE 6-5 . The first level of valve action isolates that brake circuit from the master cylinder. This stops the braking pressure at that wheel from rising and keeps it constant. If the wheel speed sensors indicate that the wheel is still decelerating too rapidly, the EBCM commands the appropriate solenoid valve to release braking pressure. The solenoid valve opens a passage from the brake circuit, releasing the hydraulic pressure to that brake unit. Brake fluid is released from the specific brake circuit back to the master cylinder. Pressure in the brake circuit is reduced so that the wheel is not being braked. If the wheel speed sensors indicate that reducing the brake pressure is allowing the wheel to roll again, the EBCM stops sending current to the hydraulic unit and de-energizes the solenoid valves. This lets the hydraulic pressure increase so that the brake is again applied by the master cylinder pressure. This cycle repeats itself at up to 16 times per second. It is normal in an ABS system for
Principles of ABS Braking

Braking force and the tendency of the wheels to lock up are affected by a combination of factors such as the friction of the road surface; the type, condition, and loading of each tire; and the difference between the vehicle speed and the speed of the wheels. It should be noted that maximum traction happens with approximately 1020% tire slip. Thus, maximum braking traction occurs when the wheels are rotating 1020% slower than the vehicle speed. In the same way, maximum traction during acceleration occurs when the wheels are rotating 1020% faster than the vehicle speed. At the same time, traction falls off quickly above 20% wheel slip, which is why ABS is so effective. It allows just enough slip to keep the tires at close to their maximum traction. It does
To Wheel Brake Assembly From Master Cylinder Solenoid Windings Solenoid Windings
To Low Pressure Accumulator
Isolation Valve (Normally open)
Dump Valve (Normally closed)
FIGURE 6-5 HCU solenoid valve arrangement. 6-5
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Drivers need to be taught to expect abs brake pedal pulsation when in a panic stop. some drivers who have never experienced this actually let up on the brake pedal because of the rapid pulsations and accompanying noise. When in a panic stop, drivers should push hard on the brake pedal and not let up until the vehicle is stopped or the vehicle is out of danger.
nonintegral ABS systems use a fairly standard tandem master cylinder and a typical vacuum or hydraulic power booster. The booster assists the driver in applying force to the master cylinder. The master cylinder sends fluid under pressure to the HCU, which is a separate assembly that is installed in-line with the brake lines between the master cylinder and the wheel brake units. If the pressure needs are modified, the computer-controlled solenoid valves in the HCU will carry out the commands.
the valves in the HCU to keep changing position as they modulate the brake pressure that is being applied. These changes in valve position normally cause rapid hydraulic pulsations, which can be felt by the driver through the brake pedal. The solenoid valves also make a fairly loud clicking noise as they cycle on and off.
Purpose and Operation of the ABS Master Cylinder

Nonintegral ABS master cylinders are usually identical to non-ABS master cylinders. They both use primary and secondary pistons in a common housing with a common bore. Some of these master cylinders utilize a portless ABS master cylinder design, which does not use a compensating port on the secondary circuit. Instead, the secondary piston incorporates a center valve FIGURE 6-7 that controls the opening and closing of a supply port in the piston. At rest, the supply port is open and connects the reservoir with the front brake circuit. The primary piston still uses an inlet port and a compensating port; therefore, the portless design is only used on the secondary circuit. When the brake is applied, the primary piston moves and closes its compensating port. Fluid pressure in the primary circuit rises. It acts with the primary piston spring to move the secondary piston forward, closing the center valve. Pressure builds in the secondary circuit. Pressure keeps building in both circuits and applies the brakes in both circuits.
ABS Components
ABS Master Cylinder

ABS master cylinders come in two major configurations: integral and nonintegral FIGURE 6-6 . Integral ABS systems are mostly found on older vehicles. They combine the tandem master cylinder, HCU, and power booster in one unit. The power booster consists of a highpressure electric pump and accumulator that operates the integrated master cylinder. Brake fluid passes from the master cylinder portion of the assembly to the HCU portion where pressures are modified by the computercontrolled solenoid valves.
MAX MIN
Reservoir
Primary piston
Stopper pin
Secondary piston
Primary piston seal
blies.
FIGURE 6-6 Nonintegral and integral master cylinder assem6-6
FIGURE 6-7 Portless ABS master cylinder. 6-7
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If braking conditions are such that the hydraulic modulator must return brake fluid to the master cylinder, then, for the front brake circuits, brake fluid is returned to the front section. This forces the secondary piston back against the force of the primary piston spring and the rear brake pressure. If enough brake fluid returns, the center valve opens and allows the brake fluid to return to the master cylinder reservoir. If brake fluid is returned from the rear brake circuit, the secondary and primary pistons tend to be forced apart, which generally moves the primary piston rearward. If it travels far enough, brake fluid will return to the reservoir through the compensating port. The amount of brake fluid that returns to the master cylinder is determined by the degree of anti-lock braking control. With as many as 16 ABS control cycles per second, the rapid changes in hydraulic pressure cause brake fluid pulsations to be sent back to the master cylinder; these pulsations can be felt by the driver at the brake pedal.
Either way, they open and close passageways. However, if they are separate valves, they use a separate electric solenoid to operate each valve. If the valve and electric solenoid are combined in a common assembly, then they have one electric solenoid that operates the valve in three positionsone position for apply, one for hold, and one for release.
Purpose and Operation of the HCU

The ABS control module (or EBCM) sends commands in the form of electrical signals to the HCU. The HCU executes the commands, using one or two solenoid valves for each hydraulic circuit, depending on the type of HCU. Since the control valves are situated between the master cylinder and the wheel brake units, they can allow, block, or release hydraulic pressure going to the brake units. In a normal non-ABS braking scenario, brake pedal force is transmitted to the master cylinder, then through the non-energized open isolation valve to the brake unit at the wheel. When the signals from the wheel speed sensors show no tendency for the wheels to lock up, the EBCM does not send any control current to the solenoid valves. The solenoid valves are not energized and the hydraulic pressure from the master cylinder flows freely through the HCU to the brake units at each wheel. When the control unit detects any lock-up tendency, it sends a command current to the isolation solenoid valve. This current causes the solenoid valve to close, isolating the brake circuit from the master cylinder. That holds the hydraulic pressure between the solenoid valve and the brake circuit constantregardless of whether the master cylinder hydraulic pressure rises or falls. If the wheel speed sensors signal that excessive wheel deceleration is continuing, the control module commands the dump valve to open. This reduces the braking pressure by opening a passage from the brake circuit to the accumulator. A pump in the HCU sends brake fluid back to the master cylinder, pushing one or both pistons rearward in the bore. If the sensors indicate that the lower pressure has allowed the wheel to speed up, the EBCM de-energizes the solenoid valve(s), closing the dump valve and opening the isolation valve. The hydraulic pressure from the master cylinder is again allowed to apply the brakes, and the wheel is again slowed. This process continues until the vehicle comes to a stop or the driver lifts his or her foot from the brake pedal. In most standard ABS systems, the hydraulic pressure in the brake circuits can never rise above the master cylinder pressure.
Hydraulic Control Unit (HCU)

In a standard ABS system, the HCU houses electrically operated hydraulic control valves (solenoid valves) that control brake pressure to specific wheel brake circuits. Each separate hydraulic circuit within the HCU has one or two solenoid valves that provide three operating conditions: apply, hold, and release. During the apply mode, the solenoid valves allow brake fluid to freely flow through the HCU hydraulic control circuit to the specific brake circuit. In this case, the driver is in full control of the brakes through the master cylinder. In the hold mode, a solenoid valve isolates the master cylinder from the brake circuit. This prevents brake pressure from building any further. The brake pressure to the wheel is held at that level until the solenoid valve is commanded to change its position. In the release mode, a solenoid valve dumps the brake circuit pressure to the wheel, allowing it to start rolling again. The solenoid valve opens a passage back to the accumulator where brake fluid is stored until it can be returned by an electric pump to the master cylinder reservoir. The isolation valve and dump valve can be separate valves or they can be combined into a common assembly.
TECHNICIAN TIP
Many, but not all, HCUs are sealed units and cannot be serviced. If you are working on a vehicle with a sealed HCU and it is faulty, it will have to be replaced. This can be quite costly.
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Types of HCUs
There are a number of HCUs that vehicle manufacturers use, and they generally fall into a few categories. The first category relates to how many channels the system has. A channel generally means the number of electrical wheel sensor circuits and hydraulic circuits a system has FIGURE 6-8 . A single-channel system uses one sensor circuit with the speed sensor typically located in the differential and one hydraulic control circuit to control both rear wheels. A two-channel system is similar but uses two separate speed sensors and hydraulic control circuits, one for each rear wheel. The two hydraulic control circuits apply brake pressure separately to the rear wheels. A three-channel system is configured so that each front wheel has its own speed sensor and hydraulic control circuit, while the rear brakes use a single speed sensor with a single hydraulic control circuit. A four-channel system uses separate speed sensors and hydraulic control circuits for each of the four wheels.
Another difference among types of HCUs is the number of solenoid valves per hydraulic control circuit. Some HCU units use a single, three-position solenoid valve per circuit, while others use dual, two-position valves per hydraulic circuit. The first position of the single, three-position valve allows brake fluid to flow through the apply port, while blocking the release port. The second position blocks the apply port and the release port. The third position blocks the apply port and opens the release port. Thus, the single, threeposition valve has all three conditionsapply, hold, and release. The dual, two-position valve style of HCU uses one solenoid valve to open and close the apply port. This is commonly called the isolation valve. When this valve is not energized, the apply port is open. The second solenoid valve opens and closes the release port. When this valve is not energized, the release port is blocked. The EBCM operates each of these valves independently to
Front
Front
ABS ECU
ABS ECU
Single Channel
Two Channel
Front
Front
ABS
ABS ECU
Three Channel
Four Channel
system.
FIGURE 6-8 The four types of ABS channels. A. Single-channel system. B. Two-channel system. C. Three-channel system. D. Four-channel 6-8
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obtain apply, hold, and release functions. Because there are twice as many solenoid valves and each valve needs its own electrical control circuit, the EBCM is more complicated and costly to build. Therefore, EBCMs are specifically designed to work with only the specified type of HCU, and EBCMs and HCUs cannot be randomly interchanged. Another difference between HCUs is the type of accumulator used, low pressure or high pressure. Low-pressure accumulators hold brake fluid in a spring-loaded chamber when it is released by the dump valves during an EBC event. The hydraulic pressure remains fairly low since an electric pump returns the released brake fluid to the master cylinder when brake fluid in the accumulator reaches a certain point. When the electric pump turns on, the fluid returning to the master cylinder pushes the brake pedal toward the drivers foot, causing the brake pedal to rise. This can be confusing to drivers because it feels like someone is under the dash pushing the brake pedal back toward them. High-pressure accumulators are used to store brake fluid under high pressure for one of two purposes: to be used as a power booster for applying the integrated master cylinder or to be used to independently apply the wheel brake units when the EBCM commands it. When used as a power booster, pressure in the accumulator is maintained by a high-pressure electric pump. The pump is activated by a pressure switch and relay when the hydraulic pressure falls below a certain point. When the pressure reaches the specified upper pressure limit, the pressure switch opens and deactivates the electric pump. The hydraulic pressure is then used to boost the drivers foot pressure on the master cylinder when the driver depresses the brake pedal. If the highpressure pump fails for any reason, the accumulator holds enough brake fluid at high pressure to apply the brakes 10 to 20 times before the boost is used up. If that occurs, the brakes will still operate but will require much higher foot pressure. The accumulator used to supply brake pressure to the HCU also uses a high-pressure pump, pressure switch, and relay to maintain an operating pressure of approximately 12002700 psi (827418,616 kPa), depending on the system FIGURE 6-9 . The high-pressure pump pushes the brake fluid against a high-pressure nitrogen chamber, which holds pressure on the brake fluid. The hydraulic pressure is used to independently apply the brakes during a TCS or ESC event. If the high-pressure pump fails while driving and the hydraulic pressure falls below the
Hydraulic Control Unit Reservoir to Pump (No Pressure) Pressure Switch
Pump
CAUTIO N
Left Right Front Front Brakes Brakes Inline Accumulator (High Pressure) to Hydraulic Control unit
FIGURE 6-9 High-pressure accumulator. 6-9
Safety
be careful to follow the manufacturers procedures when working on ebC systems. High-pressure brake uid stored in the accumulator is dangerous.
pumps specified on pressure, the EBCM will disable the ABS system and illuminate the yellow warning lamp alerting the driver to an ABS system fault.
Wheel Speed Sensors

Wheel speed sensors create electrical signals based on the rotational speed of each wheel they monitor. Wheel speed sensors do so by using principles of electromagnetism to generate an analog or digital electrical signal. This signal is read by the EBCM to determine the speed of each wheel, as well as the rate of deceleration of each wheel. This information is used to determine if a wheel is starting to lock up and skid. A wheel sensor assembly consists of a toothed tone wheel (or tone ring) that rotates with the wheels and a stationary pick-up assembly attached to the hub or axle housing. The pick-up assembly and tone wheel do not touch each other; a small gap, called an air gap, must be maintained at the specified clearance. Since there is no mechanical connection, there is virtually no wear unless a foreign object gets between them. As each tooth of the tone wheel approaches the pick-up, a small voltage is
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created that pushes current flow in one direction inside the pick-up assembly. As each tooth leaves the pick-up assembly, voltage is generated that pushes current flow in the opposite direction. This process creates a full-cycle sine wave for each tooth on the tone wheel FIGURE 6-10 . The faster the wheel is turned, the faster the sine wave rises and falls. The speed at which the sine wave rises and falls is referred to as frequency. Frequency is measured in hertz, where one hertz equals one full-cycle sine wave per second. The height of the sine wave, called its amplitude, also tends to change with speed. At very slow vehicle speeds, when the vehicle is just creeping along, the amplitude of the sine wave is very low. As the speed increases, so does the amplitude, along with the frequency. This alternating current sine wave signal is sent to the ECU, which evaluates and compares it to other speed sensor signals to determine if a wheel is about to lock up.
Types of Wheel Speed Sensors

The three most common types of wheel speed sensors are the variable reluctance (magnetic induction style), magneto-resistive, and Hall effect styles. The variable reluctance type is simpler and usually less expensive for manufacturers to use. This style is sometimes called a passive system since it is self-contained and needs no outside power to function. Magnetic induction occurs when the teeth on the tone wheel pass the sensor, creating an analog AC voltage signal. The faster the tone wheel rotates, the faster the AC signal
Low speed (A)
Moderate speed (B)
High speed (C)
FIGURE 6-10 Wheel speed sensor sine wave. A. Signal during 6-10 low vehicle speed. B. Signal during moderate vehicle speed. C. Signal during high vehicle speed.
frequency. This AC signal is sent to the ECU where it is processed and then compared to the AC signals from the other wheels. Most variable reluctance wheel speed sensors are two-wire sensors, which complete the circuit back to the ECU. The variable reluctance sensor assembly consists of a coil of wire around a permanent magnet, with each end of the coil connected to one of the wheel speed sensor terminals, which connect directly into the EBCM. Since this type of sensor operates on principles of magnetism, the air gap between the toothed tone wheel and sensor is critical. If the air gap is too small, the parts could contact each other, damaging them. If the air gap is too large, the sensor output signal to the ECU could be too weak and trigger a code or cause the sensor to work intermittently. One drawback to the variable reluctance sensor is that since it depends on the speed of movement of the tone wheel to create a signal, it does not function effectively below vehicle speeds of around 5 mph (8 kph). In other words, the amplitude of the sine wave it creates at slow speeds is not high enough for the EBCM to read it. This can prevent the ABS from functioning during the last part of a braking event. On a very slippery road surface such as ice, the lack of ABS functionality at that speed could lengthen the stopping distance significantly. The magneto-resistive and Hall effect sensor systems are called active systems because they require an outside power source to operate. If the sensor loses power or ground, it cannot generate an output signal. The power wire originates from the EBCM and normally supplies the magneto-resistive or Hall effect sensor systems with a reference voltage of between 5 and 12 volts, depending on the manufacturer. This helps ensure that the sensor is not affected by changes in the vehicles electrical system voltage. A signal wire transmits the output signal from the sensor to the EBCM. The magneto-resistive and Hall effect sensors can be a three-wire arrangement, with the third wire being a dedicated ground, or a two-wire arrangement with ground being provided by the chassis. The magneto-resistive speed sensor and Hall effect wheel speed sensor types operate similar to all Hall effect sensors. A reference voltage and ground are supplied to the sensor assembly, where internal circuitry causes a small current to flow across the semiconductor bridge/Hall material. If the bridge/Hall material is exposed to a magnetic force, the magnetism forces the current to flow to one side of the bridge/Hall material. This produces a small difference in voltage across
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the sides of the bridge/Hall material FIGURE 6-11 . This voltage is then amplifi ed and processed into a digital on signal (circuit is pulled to ground) and sent to the EBCM. As the magnetic fi eld is removed, the small signal voltage across the bridge/Hall material falls to 0V. The signal sent to the EBCM will be a digital off signal (reference voltage). As the magnetic field is alternately applied and removed, the sensor will send a digital square wave on/off signal corresponding to the changes in the magnetic field. Because the magnetic field does not have to be moving for the bridge/Hall effect voltage to be created, the sensor works all the way down to 0 mph (0 kph). This allows the ABS to continue functioning until virtually reaching a full stop.
Brake Switch
In addition to activating the rear brake lights, the brake switch sends an electrical input signal to the EBCM telling it if the driver is applying the brakes or not. If the brakes are being applied, the EBCM will activate the appropriate solenoid valves if the wheel speed sensors signal that the wheels are starting to lock up. If the brake switch indicates that the brakes are not being applied and the wheel speed sensors are showing unequal speeds indicating a slippery road surface, the EBCM on some vehicles will illuminate a low traction warning lamp alerting the driver to the low traction condition. The brake switch is a normally closed switch, meaning that if the switch is not affected by any outside force, electrical current will flow through it. The brake pedal pushes the brake switch open when the brakes are released. As soon as the driver steps on the brake pedal, the spring in the brake switch closes the contacts and sends electrical current (signal) to activate the brake lights. This electrical signal is also sent to the EBCM, signaling it that the driver is applying the brakes. In some systems, the brake switch is only used to signal the body control module, which then sends current to illuminate the brake lights. More advanced EBC systems may use a brake pedal position sensor, which indicates how far and fast the brake pedal is being pushed. It sends a variable signal based on the application of the brakes, which the EBCM uses to determine brake pedal travel and speed. This gives the EBCM additional information about the type of braking that is being performed, which can be used to modify the ABS intervention.
v 15.0 13.5 12.0 10.5 9.0 7.5 6.0 4.5 3.0 1.5 0.0 0
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Road Speed Sensor (Hall Effect) Slow speed. v 15.0 13.5 12.0 10.5 9.0 7.5 6.0 4.5 3.0 1.5 0.0 0
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Road Speed Sensor (Hall Effect) High speed.
FIGURE 6-11 Hall effect operation. 6-11
ABS Electronic Brake Control Module (EBCM)

TECHNICIAN TIP
Testing wheel speed sensors is dependant on knowing which kind of sensor the vehicle uses. Do not assume all two-wire sensors are of the variable reluctance style. With the ignition switch set to the run position and the wheels stationary, use your digital volt-ohmmeter (DVOM) to properly back-probe both sensor wires for voltage. If neither wire has voltage, suspect a variable reluctance sensor. If one of the two wires has a reference voltage, you are likely dealing with a magneto-resistive or Hall effect sensor.
The EBCM is made up of electronic circuitry to process input signals, an electronic data processor, computer memory, and output drivers to control the output devices such as the electric solenoid valves. The EBCM is programmed from the manufacturer to make brake control decisions and send output commands to the controlled devices based on sensor input data, which are compared to the data maps in its memory. These maps are designed to account for all of the reasonable braking conditions that the vehicle could experience. The EBCM continuously monitors the sensor data for any indication that one or more wheels are about to lock up.
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The EBCM receives signals from several sources FIGURE 6-12 . A switch at the brake pedal provides a brake on/off condition or, on some vehicles, a brake pedal position signal. An input from the ignition switch signals that the driver has turned the ignition on. Some control units monitor the battery voltage and use the rise in charging system voltage to indicate that the engine is actually running. The vehicle speed sensor reports the speed of the vehicle. Each of these input signals is used by the EBCM to know if a wheel starts to lock while the driver is applying the brakes and which ABS actions are necessary to prevent a full skid condition. Some ABS control modules have additional functionality designed into them. One example is electronic brake proportioning. This feature does away with the mechanical proportioning valve and duplicates that action electronically by using the ABS valves to reduce rear brake hydraulic pressure under moderate brake pedal application. The EBCM restricts pressure to the rear wheels based on how hard the brake pedal is being applied. In this case, the EBCM does not wait until a wheel sensor reports that one or both rear wheels are locking up; instead, it reduces rear brake pressure slightly before lock-up occurs. It does this during moderate and heavy braking because
ESC LAMP EBCM MAIN RELAY KL 30 KL 15 ESC SWITCH

!
KL 15
ABS LAMP
ABS
ESC
POWER SUPPLY POWER SUPPLY
LF WHEEL RF SPEED LR SENSORS RR PUMP

INLET (4X) OUTLET (4X) CHANGEOVER (2X) PRE-LOAD (2X)
of weight being transferred from the rear wheels to the front wheels, reducing the traction at the rear wheels. The EBCM performs an automatic system self-check and warning lamp bulb check on the ABS system every time the key is turned to the run position. If the EBCM detects a fault, the ABS warning lamp will remain on and most, but not all, systems store the fault in the EBCM memory. The faults are stored as diagnostic trouble codes (DTCs) for retrieval by technicians when diagnosing ABS system faults. Some ABS systems provide blink codes, also known as flash codes, through the ABS warning lamp when a specific terminal is grounded or two specific terminals are shorted together. If a code is stored in the EBCM memory, the EBCM will blink the ABS warning lamp in a manner that indicates a particular trouble code. For example, a code 12 would be one blink followed by a short pause, then two rapid blinks followed by a long pause. Each code is usually displayed three times before the next code is displayed. Once all codes have been displayed, the codes will start at the beginning again. Other ABS systems require a scan tool that connects to the EBCM or power train control module data link connector to read the fault codes. Fault codes indicate which circuit is experiencing a fault, such as an open left front wheel speed sensor circuit. The fault codes also can indicate if there is a condition the EBCM determines is out of acceptable tolerances, such as wheel speeds that do not match within the specified tolerance. The cause could be as simple as having a tire of the wrong size installed on the vehicle or having properly sized tires not inflated to the same pressure. Technicians use service information to determine how to diagnose the problem and locate the cause of the fault.
ESC III HYDRAULIC UNIT
ESC III
POWER SUPPLY GROUND SENSOR TEST CHARGE PUMP CONTROL

ROTATION RATE SENSOR
STEERING ANGLE SENSOR WITH INTEGRAL MICROPROCESSOR
BRAKE PRESSURE SENSOR
It is important for the customer to know that the abs system is disabled when the abs yellow warning lamp is on. The brakes will work normally, but without abs function.
CAN
ROTATION RATE SENSOR + ELECTRONIC BRAKE LIGHT SWITCH
5 4 3 2 1
5 4 3 2 1
AGS
EML IIIs
DME 1
DME 2
WHEEL SPEED X4
AGS
TO LCM
EDC DME II IKE &DME I
PARK BRAKE SWITCH
DIAGNOSIS
Traction Control System (TCS) Overview

While a basic ABS system can prevent skidding by holding or releasing individual brake circuit pressure, it has no ability to apply the brakes apart from the driver-created hydraulic pressure. This system works fine as long as the tire slippage is a result of the driver applying the
FIGURE 6-12 EBCM circuit. 6-12
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brakes. However, tires also slip because the engine torque accelerating them exceeds their traction with the road surface; in this scenario, they can slip, spin, or break loose, causing a loss of control of the vehicle. The TCS system was developed to prevent the drive wheels from slipping while the vehicle is being accelerated. It is active up to a manufacturer-specified speed. Above that speed, traction control is deactivated by the EBCM because further acceleration is unlikely to cause the wheels to lose traction. To obtain traction control capabilities, manufacturers have added a few design features to the basic ABS system, one of which is a high-pressure electric pump that maintains high-pressure brake fluid in an accumulator. This pressure is used to activate brake units on the drive wheels independently of the driver. The sensors are the same as in the ABS system, but the ability to apply the individual drive wheel brakes is needed; thus, two to four extra solenoid valves, called boost valves, are added to the HCU FIGURE 6-13 . These boost valves direct hydraulic pressure from the accumulator to the ABS solenoid valves so that individual wheel brake units can be applied independently. Additional programming is added to the EBCM to control the high-pressure pump and extra HCU valves and to decide when each of them needs to be activated.
Operation of the TCS

When the TCS is active, the EBCM monitors the speed of the individual drive and nondrive wheels along with the vehicle speed from the vehicle speed sensor. If the driven wheels are accelerating at different speeds from each other or the nondriven wheels, the EBCM can identify which wheel or wheels are slipping. It will then take action to
reduce the torque to the appropriate wheels by first applying the brake to any wheels that are slipping. It does this by activating the isolation valve to close off the supply port from the master cylinder. It then activates the boost valve to pressurize the brake circuit on the spinning wheel to slow it down. If that is not enough to prevent the slippage, the EBCM will request reduced power from the engine. This can be accomplished by reducing the throttle plate opening, by shutting down one or more fuel injectors, by reducing the engine timing, or by selecting a higher gear in the transmission. Once the wheel speeds return to proper parameters, the EBCM will return the TCS system to normal and continue to monitor the wheels for slippage. Some TCS systems can be temporarily deactivated by a TCS function switch located on the dash or center console. If the driver deactivates TCS, the system will not intervene during wheel slip. Drivers will disable the TCS for a variety of reasons. They might be climbing a long hill on a rough gravel road, which would continuously activate traction control, overheating the brakes. Or they might want to show off by roasting the tires or experience driving without traction control such as on a racetrack. The TCS will automatically default back to on during the next ignition switch cycle. In most cases, if the TCS is deactivated, the ABS system will still be active.
TECHNICIAN TIP
Manufacturers use various strategies in their TCs systems, and not all of them apply the brakes as a rst step. some of them reduce engine power rst. even so, ebCMs today operate very fast, so there may only be a few milliseconds between each action.
Boost Pressure from High Pressure Accumulator To Wheel Brake Assembly From Master Cylinder Solenoid Windings
To Low Pressure Accumulator
Electronic Stability Control (ESC) Overview

ABS does a good job of preventing wheels from locking up under hard braking or poor traction conditions and allows the driver to maintain directional control of the vehicle. TCS also does a good job of maintaining traction when the vehicle is driven in a relatively straight line. However, drivers can lose directional control of the vehicle while driving aggressively, taking emergency steering actions, or if there are sudden changes in the traction of the road surface while in a turn. These situations can cause the vehicle to understeer (push) or oversteer (fishtail). It can also cause vehicles with a high center of gravity, such as an SUV, to roll over. All of these situations can lead to serious accidents.
Isolation Valve (Normally open)
Boost Valve (Normally closed)
Dump Valve (Normally closed)
FIGURE 6-13 An HCU with boost valves. 6-13
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If any of these situations are imminent, the ESC system can independently activate individual wheel brake units as necessary to help keep the driver from losing control of the vehicle. ESC utilizes the ABS and TCS systems, but with a few enhancements to more actively interface with the vehicles operation in maintaining directional stability while the vehicle is being steered. A US Insurance Institute for Highway Safety 2006 study estimated that if all vehicles were equipped with ESC, approximately 10,000 fatal accidents in the United States could be avoided each year. This finding led the Department of Transportation to require that all vehicles of less than 10,000 lb (4536 kg) gross vehicle weight, and manufactured after September 1, 2011, be equipped with an ESC system that meets their minimum specifications. The ESC system integrates a yaw sensor, steering angle sensor, and sometimes a roll-rate sensor into the basic ABS and TCS systems. It also adds new programming parameters into the EBCM to monitor the vehicles stability, as well as added output command capabilities to apply individual drive wheel and nondrive wheel brake units independent of the driver. The yaw sensor measures the amount of directional rotation of the vehicle on its vertical axis. In other words, it tells the EBCM the rate at which the vehicle is turning. The steering angle sensor tells the computer what the drivers directional intent is. If equipped, the roll-rate sensor tells the computer the rate of roll and the amount of roll that the vehicle is experiencing. The EBCM continuously monitors these signals and compares them to preprogrammed scenarios and decides which, if any, brake units need to be applied, and if engine torque needs to be reduced to keep the vehicle stable.
Operation of ESC
If the ESC system is activated, the ECBM monitors the yaw sensor signal, the steering angle sensor signal, and the roll-rate sensor signal, as well as the wheel speed sensor signals. If the vehicle is beginning to understeer, oversteer, or roll, the EBCM will detect it in the signal values. It will then apply up to three wheel brake units to help bring the vehicle back within proper stability parameters. If that does not stop the stability issue, the EBCM will request a reduction in engine power through the power train control module to help slow the vehicle further. On most vehicles, the EBCM will illuminate a warning lamp on the dash or sound a beeper signifying when the ESC system has detected the start of a skid and reacted to it. This way the driver will be informed that he or she is on the verge of losing control of the vehicle. On most vehicles, the ESC system defaults to on so it is always active. Some vehicles have a switch on the dash or center console to temporarily deactivate the system. This can be useful when driving in mud or sand when traction is virtually nonexistent and the ESC system cannot function effectively. Even though some ESC systems can be turned off, they may still monitor the operation of the vehicle and reactivate the ESC system under certain situations, such as driving above a specified speed or if a spin is detected while the brakes are being applied. Some ESC systems incorporate a switch that allows the driver to select one or more varying levels of assist from the ESC, such as touring, track, or sport. This option allows the driver to experience differing levels of wheel slip by being able to push the vehicle closer to the edge of control than when ESC is fully activated, while still having the ESC system available as a backup, but with limited assistance. When driving on a racetrack, for example, the driver may want full control of the vehicle instead of being limited by the ESC system. In the continuous search for new bells and whistles to impress customers and enhance safety, manufacturers have designed other features into ESC systems, such as: Hill assist: Holds the brake pressure until the throttle is depressed and the vehicle starts to move forward. All-wheel drive traction control: Applies brake pressure as needed to any of the four individual wheels that may be slipping to maintain power to the wheels with the most traction. Engine braking control: Increases the engine torque if the ESC system detects wheel slippage during deceleration.
Safety
Most standard passenger vehicles are designed with a bias toward understeer. It is generally agreed that understeer is easier for the average driver to recover from. However, many performance vehicles are designed with a slight bias toward oversteer, which can be managed by an experienced driver while driving aggressively.
TECHNICIAN TIP
The yaw sensor operates similarly to a Wii or other video game controllers. Its internal circuitry senses movement and sends an output signal directly related to the movement it senses.
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TECHNICIAN TIP
Many esC-equipped vehicles monitor signals from other sensors as well to help prevent a loss of control of the vehicle; these sensors include the throttle position sensor, vehicle speed sensor, and brake pedal position sensor. When diagnosing an esC system fault, research the sensors monitored by the ebCM.
Panic stop assist: Detects a drivers rapid throttle release and lightly applies the brakes to dry the rotors and prepare the brakes for a panic stop. Accident avoidance: Works in conjunction with adaptive cruise control to monitor objects in front of the vehicle. If the ESC system detects an imminent collision, it can apply the brakes or boost the brake pressure over driver pressure. Hill descent control: Works in conjunction with the ESC system to control the speed of the vehicle when going down loose, rough, or slippery slopes. Trailer sway control: Detects trailer sway and uses the ESC system to keep it under control. Optimized hydraulic braking: Monitors brake pressure in each brake circuit and increases it above boosted pressure if deemed necessary.
Diagnosis
The diagnosis of ABS, TCS, and ESC systems starts with a thorough understanding of the particular type of system you are working on. Refer to the service information to familiarize yourself with the manufacturers description and operation of the system. In cases where the system warning lamp is illuminated, access the diagnostic trouble codes (DTCs) with a compatible scan tool or code retrieval key. Any DTCs can be diagnosed following the steps laid out in the service information pertaining to the specific DTCs indicated. In cases where the system warning lamp is not illuminated, indicating there are no faults stored in memory, you can sometimes follow the symptom charts listed in the service information. That and a good understanding of the system will help you diagnose the cause of EBC faults.
C FIGURE 6-14 Tools used to diagnose electronic brake sys6-14 tems. A. A digital storage oscilloscope/diagnostic scan tool. B. A handheld diagnostic oscilloscope. C. A digital volt-ohmmeter.
Tools
The tools used to diagnose and repair ABS, TCS, and ESC systems include FIGURE 6-14 : ABS code retrieval key: A stamped sheet metal key used to access the ABS blink codes on earlier GM vehicles.
Scan tool: Handheld electronic tool used for accessing ABS codes and live data from the EBCM. Some have bidirectional abilities used to command certain outputs, such as activating a solenoid during a diagnostic routine or when bleeding the brakes. Also used to clear codes after repairs are completed. Oscilloscope: Handheld electronic tool used to see electrical signals such as wheel speed sensor patterns.
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DVOM: Handheld meter used to measure volts, ohms, and amps in electrical circuits. ABS proportioning valve depressor: Device that depresses the proportioning valve on some ABS systems while bleeding the brakes. ABS pressure tester: Device that allows the technician to test accumulator and HCU pressure issues.
Diagnosing All EBC Systems

If the yellow warning lamp is illuminated indicating there is a fault in the system, retrieve any DTCs following the procedure listed in the service information. If the yellow warning lamp is not illuminated and the brakes are not functioning properly on a vehicle with an EBC system, suspect a problem that is not monitored by the EBCM. This could be from a fault in the base brake system such as warped rotors, contaminated friction lining, or a seized caliper piston. Diagnose these problems like you would on a non-EBC system. It could also be a problem in the hydraulic system, including the HCU, such as a dump valve that is stuck partially open or an isolation valve that is stuck closed. Even systems that are monitored by the EBCM can cause operating concerns without the yellow warning lamp being illuminated. An example would be a wheel speed sensor that does not have the correct air gap. Using the manufacturers diagnostic symptom charts and system diagrams and having a good understanding of brake, hydraulic, and system theory will help you diagnose the cause of the concern. Most EBC-related faults set DTCs and store them in memory. A good starting point for diagnosis is retrieving any stored DTCs with a scan tool or code retrieval key. The service information will provide a testing procedure for each of the fault codes. Following the steps listed and using an understanding of brakes, electricity, and the circuit being tested will help lead you to the cause of the fault. To diagnose EBC system electronic control(s) and components by retrieving DTCs, first connect the scan tool to the data link connector. Navigate to the code retrieval screen and record any DTCs. Research the diagnostic procedure for the stored DTCs in the service information. Follow the diagnostic chart to diagnose the cause of the fault. Once the fault has been corrected, clear the diagnostic code and verify that it does not reset. This may involve a test-drive.
Diagnosing Wheel Speed Sensors and Tone Wheels

Wheel speed sensors are a high-probability cause of illuminated EBC warning lamps and stored DTCs, since
they are usually mounted where they are exposed to the elements and in harms way. Testing them for electrical faults is a common step in EBC diagnosis. Measuring the output signal with digital storage oscilloscope (DSO) or a graphing multimeter (GMM) and comparing it to known good signals is the most conclusive method of testing the sensors. Variable reluctancetype sensors (passive) create an analog AC sine wave. Magneto-resistivetype sensors (active) and Hall effect sensors (active) create a digital square wave signal. The sensor electrical circuits can be tested with a DVOM for opens, shorts, high resistance, and grounds. The tone wheel can usually be visually inspected for any faults, such as broken or damaged teeth. Just make sure you inspect the teeth all the way around the tone wheel and not just in one section. To test and diagnose EBC system speed sensors (digital and analog), tone wheel, and circuits, first read any diagnostic codes with a scan tool or other code retrieval method. Using the diagnostic codes, determine which wheel speed sensor or sensor circuit is at fault. Research the service information to determine what type of speed sensors the vehicle is equipped with and the specified testing procedure. To test variable reluctance sensors, follow the steps in SKILL DrILL 6-1 : 1 Disconnect the suspect sensor, measure its resistance, and compare the reading to the specifications. 2 If the resistance does not meet the manufacturers specifications, replace the sensor. (Photo 1) 3 If it is within specifications, test the two-wire circuit back to the EBCM for opens, shorts, high resistance, and grounds. Repair as necessary. (Photo 2) 4 If the circuit is good, reconnect the speed sensor connector and attach a GMM or DSO to one of the sensor wires. (Photo 3) 5 Spin the tone wheel and observe the pattern. It should be a clean AC analog pattern of sufficient amplitude (voltage). (Photo 4) 6 If the pattern is not correct, inspect the tone wheel for damage and replace as necessary. (Photo 5) 7 If the tone wheel is good, replace the wheel speed sensor. 8 If the pattern looks OK, you may have to compare it to the other wheel speed sensor signals while driving the vehicle. 9 After repair, clear the diagnostic codes, if directed by the service information. (Photo 6)
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SKILL DRILL
6-1
Testing Variable Reluctance Sensors
Disconnect the suspect sensor, measure its resistance, and compare the reading to the specications. If the resistance does not meet the manufacturers specications, replace the sensor.
If it is within specications, test the two-wire circuit back to the EBCM for opens, shorts, high resistance, and grounds. Repair as necessary.
If the circuit is good, reconnect the speed sensor connector and attach a GMM or DSO to one of the sensor wires.
Spin the tone wheel and observe the pattern. It should be a clean AC analog pattern of sufcient amplitude (voltage).
If the pattern is not correct, inspect the tone wheel for damage, and replace as necessary.
If the tone wheel is good, replace the wheel speed sensor. If the pattern looks OK, you may have to compare it to the other wheel speed sensor signals while driving the vehicle. After repair, clear the diagnostic codes, if directed by the service information.
To test magneto-resistive sensors, follow the steps in SKILL DrILL 6-2 : 1 Make sure the ignition switch is in the run position, and measure the available voltage at the suspect sensor. Also check the ground for voltage drop. (Photo 1) 2 If the voltage does not meet the manufacturers specifications, test the circuit for opens, shorts,
high resistance, or grounds. Repair as necessary. (Photo 2) If the voltage to the sensor is within the manufacturers specifications, connect a GMM or DSO to the signal wire. (Photo 3) With the key in the run position, spin the tone wheel and observe the pattern. It should be a clean
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SKILL DRILL
6-2
Testing Magneto-Resistive Sensors
Make sure the ignition switch is in the run position, and measure the available voltage at the suspect sensor. Also check the ground for voltage drop.
If the voltage does not meet the manufacturers specications, test the circuit for opens, shorts, high resistance, or grounds. Repair as necessary.
If the voltage to the sensor is within the manufacturers specications, connect a GMM or DSO to the signal wire.
With the key in the run position, spin the tone wheel and observe the pattern. It should be a clean digital square wave signal of the appropriate height and shape. If the pattern is not correct, inspect the tone wheel for damage and replace as necessary. If the tone wheel is good, replace the wheel speed sensor. After repair, clear the codes, if directed by the service information.
digital square wave signal of the appropriate height and shape. If the pattern is not correct, inspect the tone wheel for damage, and replace as necessary. If
the tone wheel is good, replace the wheel speed sensor. After repair, clear the codes, if directed by the service information. (Photo 4)
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applied
Science
AS-85: Problem Solving: The technician can use computers, scan tools, and on-board data to diagnose problems. Vehicles presenting with abs warning lights illuminated are now almost an everyday occurrence in most workshops. The rst step in the diagnostic process is to read the DTCs stored on the abs module. The most common cause of abs malfunctions is faults in wheel speed sensor circuits. Common causes of wheel speed sensor circuit faults include corroded or poorly tensioned connectors, mismatched tire rolling diameters, and physical sensor failures. Possibly the most effective way to diagnose wheel speed sensor circuit faults is to utilize the live data function of your scan tool. start in the shop, looking at the speed readings and making sure they are all equal before you even test-drive the car. an inconsistency indicates a fault. During the road test, look at the graphed data outputs from all of the sensors; they should all look consistent. a graph that differs from the others indicates a faulty circuit. Once you have identied the affected circuit, the next step is to test at the sensor with a graphing multimeter or an oscilloscope.
outside wheels, unloading the inside wheels. This makes the vehicle more susceptible to rollover. In both of these cases, the EBCM is not programmed to take into account the non-stock height of the vehicle. Therefore, the EBCM would not be able to properly anticipate the vehicles actions in these scenarios. Changing final drive ratios causes the same situation as changing tire size. The vehicle wheel speed sensors will report a different speed than the vehicle speed sensor, and the EBCM will set a code and disable the system. Also, mismatched final drive ratios on four-wheel drive vehicles can affect the EBC systems, as they can cause the wheels to rotate at slightly different speeds, front to rear. In some cases, the EBCM can be reprogrammed with the new vehicle information, or an EBCM that does match the new parameters of the vehicle may be available for installation. In any case, technicians need to be aware of how these factors affect the EBC systems. They also need to know how to verify that the components match the information programmed into the EBCM.
Maintenance and Repair
Bleeding the EBC System Diagnosing Braking Concerns Caused by Vehicle Modications
The EBC systems are engineered so that all of the parts and the programming work together for the purpose of assisting the driver in maintaining control of the vehicle. If any of the original components get replaced with nonstandard parts, the EBC systems will not perform as designed, putting the occupants at risk. Examples of this could be as simple as installing a smaller spare tire on the vehicle due to the original (correctly sized) tire going flat. The smaller tire turns at a faster rotation than the original tire, confusing the EBC system; consequently, the yellow warning lamp illuminates and the EBC system is disabled. In the same way, installing larger tires with a greater circumference will cause the wheel speed sensors to report a slower wheel speed than the vehicle is actually traveling. Since the EBCM is not calibrated to match this parameter, the system cannot respond appropriately, and again a DTC will be reported and the EBC system shut down. Changing curb height causes the vehicles center of gravity to change. Taller vehicles tend to transfer weight more easily. In the case of braking, the weight is transferred to the front wheels, unloading the rear wheels. This makes the rear wheels more prone to lock up. In the case of cornering, the weight transfers to the Bleeding the EBC system can be easy or difficult. If care is taken to never allow air to enter the hydraulic system, most EBC systems can be bled just like a non-EBC system. However, if air is allowed into the EBC system, it can become trapped in the HCU, requiring a scan tool to operate the solenoid valves to help bleed the air from the EBC system. Many EBC systems also require that a detailed stepby-step process be followed to successfully purge the air. The best advice is to always make sure that air never enters the EBC system while bleeding the brakes. The easiest way to do so is to check the level of brake fluid in the master cylinder reservoir often while bleeding the brakes and to always add fluid well before it gets low enough to allow air to enter the master cylinder. Also, cap any open lines or components so the brake fluid does not drain out of the lines while the system is open. Remember that DOT 5, the silicone brake fluid, should never be used in an EBC system unless the manufacturer clearly specifies it, as it is prone to aeration in the HCU. To bleed the EBC systems hydraulic circuits, follow the steps in SKILL DrILL 6-3 : 1 Research the bleeding procedure in the service information. Follow the specified procedure precisely. The following steps are given as an example of one manufacturers bleeding process.
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2 3
4 5 6 7
Connect a pressure bleeder to the brake fluid reservoir, but do not pressurize it yet. Install bleeder hoses over the bleeder screws at each wheel. Submerse the other end of each hose in a container partially filled with clean, specified brake fluid. Connect the scan tool to the data link connector and access the ABS bleed function. Apply the specified amount of pressure from the pressure bleeder. Follow the instructions on the screen of the scan tool. Once the scan tool indicates that the HCU is bled, it may direct you to bleed the brakes manually to remove any remaining air from the system. Remove the pressure bleeder, top off the reservoir, and test the brake pedal feel.
Depressurizing High-Pressure Brake Components

Depressurization of an EBC systems high-pressure components is needed on some systems when specific tasks are being performed such as during the removal or disassembly of certain EBC system components. Always check the service manual to determine if depressurization is needed. In many vehicles, depressurization of the accumulator can be accomplished in one of the following ways: Verifying that the ignition switch is in the off position (to disable the electric pump) and depressing the brake pedal 3050 times Pulling the ABS fuse or relay to prevent the electric pump from charging the system Using a scan tool to depressurize the system Following the manufacturers specific timeout process, which depressurizes the system automatically To depressurize high-pressure components of the EBC system, follow SKILL DrILL 6-5 : 1 Research the procedure for depressurizing the accumulator in the service information. Be sure to carefully follow all instructions. The following steps are given as an example of one manufacturers process. 2 Verify that the ignition switch is turned to the off position. 3 Remove the ABS fuse from the fuse box. 4 Apply the brakes firmly at least 40 times. 5 Apply the brakes and verify that there is no power assist. If there is, pump the brakes an additional 10 times and verify that there is no assist remaining. Do not work on the brake system if any power assist remains.
Removing and Installing Electric and Hydraulic Components of the EBC System
Removing and installing electric and hydraulic components of the EBC system is normally only required when there is a fault within the HCU. Since many HCUs are non-serviceable, they will need to be replaced as a unit. This may require depressurizing the high-pressure accumulator on some of these units. If the HCU is serviceable and the faulty components are available, follow the manufacturers service procedure to remove and install the faulty component. Failure to do so could damage the HCU and render it inoperable. To remove and install EBC system electrical/electronic and hydraulic components, follow SKILL DrILL 6-4 : 1 Research the manufacturers procedure for removing and installing the component on the vehicle you are working on. 2 Follow all instructions carefully, and be sure to replace all components and tighten all fasteners according to specifications.
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Wrap-up
Ready for Review
Electronic brake control systems integrate computer controls to prevent wheel lock-up, shorten panic stop distances, help drivers maintain steering control, and improve vehicle stability. Basic anti-lock brake systems control hydraulic pressure hold and release via solenoid valves, but cannot function independently of the drivers applied brake pressure. Traction control systems minimize wheel slip by automatically applying brake pressure to a slipping wheels brake unit and reducing engine output. Electronic stability control systems use steering wheel position sensors, yaw sensors, and wheel speed sensors to independently monitor vehicle stability and apply brakes as necessary. Primary components of an anti-lock braking system are: ABS master cylinder, electronic brake control module/electronic control unit, hydraulic control unit/modulator, power booster, wheel speed sensor, and brake switch. Braking force and wheel lock-up are affected by friction of road surface and type, condition, and loading of each tire. Maximum traction occurs with 1020% tire slip. Wheel speed sensors signal the EBCM, which sends current to the solenoid valve, which then holds or releases hydraulic braking pressure. ABS master cylinders are integral (mainly in older vehicles) or nonintegral with the HCU. Solenoid valves provide three operating conditions: apply, hold, and release. The hydraulic control unit executes the commands of the ABS control module. Hydraulic control units differ by number of channels (one, two, three, or four), number of solenoid valves (single or dual), and type of accumulator (low or high pressure). Wheel speed sensors send electric signals to the EBCM to determine speed and rate of deceleration for each wheel. Wheel sensor assemblies are comprised of a toothed tone wheel and a pickup assembly, separated by an air gap. Types of wheel speed sensors are: variable reluctance, magneto-resistive, and Hall effect. The EBCM is comprised of electronic circuitry, electronic data processor, computer memory, and output drivers. The EBCM receives input signals from: the brake switch, ignition switch, vehicle speed sensor, wheel speed sensors, and sometimes the battery. The ESC system includes a yaw sensor (directional rotation), steering angle sensor (drivers directional intent), and roll-rate sensor (rate and amount of vehicle roll). Some TCS and ESC systems can be manually deactivated by the driver. EBCM systems can self-diagnose and store faults as diagnostic trouble codes (DTCs) for technicians to retrieve.
Key Terms
ABS code retrieval key A specially shaped metal key that is inserted into the data link connector to retrieve DTCs. ABS pressure tester A high-pressure gauge designed to connect to the HCU and used to measure high hydraulic pressures in the system. ABS proportioning valve depressor A tool used to hold the proportioning valve open on some ABS HCUs. accumulator A storage container that holds pressurized brake fluid. air gap The space or clearance between two components, such as the space between the tone wheel and the pick-up coil in a wheel speed sensor. blink codes Codes used to communicate DTCs; they are given by the EBCM as a series of blinks illuminated by the ABS warning lamp. body control module (BCM) The computer that controls the electrical system in the body of a vehicle, including power windows, door locks, heating and A/C systems, and in some cases the EBC system. boost valve A valve located in the HCU that is controlled by the EBCM; it allows brake fluid under high pressure to flow into the HCU hydraulic circuits to apply the brakes when commanded. brake switch The electrical switch that is activated by the brake pedal; it turns on the brake lights and signals the EBCM that the brakes are being applied. channel The number of wheel speed sensor circuits and hydraulic circuits the EBCM monitors and controls.
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brakes
common bore When a single cylinder is used for two pistons. A tandem master cylinder would be an example of two pistons in one bore. electric solenoids An electrically operated valve, which in brake systems is used to control the flow of brake fluid in the hydraulic system. electronic brake control (EBC) system A hydraulic brake system that has integrated electronic components for the purpose of closely controlling hydraulic pressure in the brake system. electronic stability control (ESC) system A computercontrolled system added to ABS and TCS to assist the driver in maintaining vehicle stability while steering. fault codes An alphanumeric code system used to identify potential problems in a vehicle system. Hall effect An electrical effect where electrons tend to flow on one side of a special material when exposed to a magnetic field, causing a difference in voltage across the special material. When the magnetic fields is removed, the electrons flow normally and there is no difference of voltage across the special material. This effect can be used to determine the position or speed of an object. high-pressure accumulator A storage container designed to contain high-pressure liquids such as brake fluid. hydraulic control unit (HCU) An assembly that houses electrically operated solenoid valves used in electronic braking systems; also called a modulator. integral ABS system A brake system in which the master cylinder, power booster, and HCU are all combined in a common unit. isolation valve The valve in the HCU that either allows or blocks brake fluid that comes from the master cylinder from entering the HCU hydraulic circuit. low-pressure accumulator A storage container for brake fluid coming from the release valves, which is under relatively low pressure. magneto-resistive sensor A type of wheel speed sensor that uses an effect similar to a Hall effect sensor to create its signal. nonintegral ABS systems A brake system in which the master cylinder, power booster, and HCU are all separate units. oscilloscope A tool that shows graphically what is happening to voltage over a period of time; it is used to diagnose electrical faults.
oversteer A condition in which the rear wheels are slipping sideways toward the outside of the turn. pick-up assembly A component with a wire coil wrapped around a ferrous metal core; it is used to generate an electrical signal when a magnetic field passes through it. roll-rate sensor A sensor that measures the amount of roll around the vehicles horizontal axis that a vehicle is experiencing. scan tool A tool used to read codes, access live data, and communicate with the vehicles computers. solenoid valve An electrically operated valve that when used in brake systems is designed to control the flow of brake fluid in the hydraulic system. steering angle sensor A sensor that measures the amount of turning a driver desires. This information is used by the ESC system to know the drivers directional intent. steering wheel position sensor A sensor that signals to the EBCM both the position and speed of the steering wheel. tone wheel The part of the wheel speed sensor that has ribs and valleys used to create an electrical signal inside of the pick-up assembly. traction control system (TCS) A computer-controlled system added to ABS to help prevent loss of traction while the vehicle is accelerating. understeer A condition in which the front wheels are turned further than the direction the vehicle is moving and the front tires are slipping sideways toward the outside of the turn. variable reluctance sensor A type of wheel speed sensor that uses the principle of magnetic induction to create its signal. vehicle speed sensor The component that creates an electrical signal based on the speed of the vehicle, which is sent to the EBCM. wheel speed sensor A device that creates an analog or digital signal according to the speed of the wheel. yaw sensor A sensor that measures the amount a vehicle is turning around its vertical axis. This information is used by the ESC system to know how much a vehicle is turning.
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201
ASE-Type Questions
1. Tech A says that an anti-lock brake system (ABS)
6. Tech A says that mismatched tires may cause the
helps shorten the stopping distance during a panic stop. Tech B says that antilock brake systems work by increasing the hydraulic pressure in the brake system so the brakes can be applied harder. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 2. Tech A says that traction control can reduce the power output of the engine to increase traction. Tech B says that electronic stability control increases the risk of rollover. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 3. Tech A says that an electronic braking system has sensors that monitor wheel speed. Tech B says that under steer is generally easier to recover from than over steer. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 4. Tech A says that ABS controls braking every time the brakes are used. Tech B says that during an ABS event, it is normal for the brake pedal to pulsate. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 5. Tech A says that during anti-lock braking, brake fluid may be returned to the master cylinder. Tech B says that solenoid valves in the hydraulic control unit will isolate the master cylinder from the brake circuit when it is in the hold mode. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B
ABS system to register a fault code. Tech B says that a traction control system may automatically apply brake pressure to a wheel brake unit even if the vehicle is not being braked. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 7. Tech A says that an ABS key-on system test checks for faults in the vehicles base brake system. Tech B says that on most vehicles ABS DTCs are stored in memory for later retrieval. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 8. Tech A says that a yaw sensor tells the computer the vehicles actual direction. Tech B says that raising a vehicles curb height has no effect on the electronic stability control system. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 9. Tech A says that a scan tool may be required to bleed air from the ABS brake system. Tech B says that some vehicles have a high-pressure accumulator that may need to have the pressure bled off before hydraulic brake repairs are made. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B 10. Tech A says that some ABS wheel speed sensors create a square wave digital pattern. Tech B says that some wheel speed sensors create an AC sine wave pattern. Who is correct? a. Tech A b. Tech B c. Both A and B d. Neither A nor B
27/09/12 4:12 AM

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180

Basic Operation of Electronic Brake Control Systems

You are the Automotive Technician

chapter 6 electronic brake Control

Caring for the Customer

Anti-Lock Braking System Overview

FIGURE 6-3 A wheel speed sensor and tone wheel. 6-3

FIGURE 6-2 A hydraulic control unit (HCU). 6-2

FIGURE 6-4 An oscilloscope pattern from a wheel speed 6-4

chapter 6 electronic brake Control

Anti-Lock Braking System Operation

Principles of ABS Braking

To Low Pressure Accumulator

Isolation Valve (Normally open)

Dump Valve (Normally closed)

FIGURE 6-5 HCU solenoid valve arrangement. 6-5

Caring for the Customer

Purpose and Operation of the ABS Master Cylinder

ABS Master Cylinder

Primary piston seal

FIGURE 6-6 Nonintegral and integral master cylinder assem6-6

FIGURE 6-7 Portless ABS master cylinder. 6-7

chapter 6 electronic brake Control

Purpose and Operation of the HCU

Hydraulic Control Unit (HCU)

chapter 6 electronic brake Control

Hydraulic Control Unit Reservoir to Pump (No Pressure) Pressure Switch

FIGURE 6-9 High-pressure accumulator. 6-9

Wheel Speed Sensors

Types of Wheel Speed Sensors

Low speed (A)

Moderate speed (B)

High speed (C)

chapter 6 electronic brake Control

Road Speed Sensor (Hall Effect) High speed.

FIGURE 6-11 Hall effect operation. 6-11

ABS Electronic Brake Control Module (EBCM)

ESC LAMP EBCM MAIN RELAY KL 30 KL 15 ESC SWITCH

POWER SUPPLY POWER SUPPLY

LF WHEEL RF SPEED LR SENSORS RR PUMP

ESC III HYDRAULIC UNIT

Caring for the Customer

BRAKE PRESSURE SENSOR

ROTATION RATE SENSOR + ELECTRONIC BRAKE LIGHT SWITCH

PARK BRAKE SWITCH

Traction Control System (TCS) Overview

FIGURE 6-12 EBCM circuit. 6-12

chapter 6 electronic brake Control

Operation of the TCS

To Low Pressure Accumulator

Electronic Stability Control (ESC) Overview

Isolation Valve (Normally open)

Boost Valve (Normally closed)

Dump Valve (Normally closed)

FIGURE 6-13 An HCU with boost valves. 6-13

chapter 6 electronic brake Control

Diagnosing All EBC Systems

Diagnosing Wheel Speed Sensors and Tone Wheels

chapter 6 electronic brake Control

Testing Variable Reluctance Sensors

Testing Magneto-Resistive Sensors

chapter 6 electronic brake Control